Part 19 - Cape Suburban (3): Bellville Line

System 1, Part 19: The Cape Town Inner-suburban Rail Network and Local Services: The Bellville / “Northern” Line

Introductory Photo: In April 1955 a 4M EMU is heading to Town on the Up Bellville line and is slowing down for a stop at Koeberg Road, where another 4M EMU, with a driving trailer leading, is about to depart on the Down Bellville line. The train on the Up line consists of three motor coaches (the centre one not under power), two driving trailers (one leading), and two plain trailers. On this train the rear 4M2 motorcoach had the following stencilled between the front door and windscreens of the driving cab:” 3000 Volt Tipe Rytuig / 3000 Volt Type Coach” during the conversion of the line voltage from 1500 V DC to 3000 V DC during 1954-1956. In the background is the new and enlarged Salt River electric rolling stock depot for main line locomotives and commuter sets, of which the east entrance is between Koeberg Road and Maitland, this being to the left of the receding train. A new Class 4E electric locomotive is on the depot’s departure track and is visible above the second last coach of the Up train.

(Transnet Heritage Library Collection (THL) photo 63399).

Compiled by Pieter (“Piet”) Nel

Please note: All photographs, maps and text in Soul of A Railway are protected by copyright and may not be copied or reproduced in any way for further use without prior permission in writing from the compilers of this series, Les Pivnic, Charlie Lewis and Bruno Martin.

Acknowledgements and thanks

In alphabetical order, the following contributors are acknowledged and thanked for their valuable inputs:

Allen Jorgensen; Andrew Deacon; Bruno Martin; Charlie Lewis; Clive Kirkwood (University of Cape Town (UCT) Digital Libraries); Col. André Kritzinger (Railpictures.Net & Wikimedia); Fanie Kleynhans (Railpictures.Net); Grant Slater (SA Transport); Liesel Hagen; Johannes Haarhoff (DRISA); John Carter; John Western; John Wyllie; Joyce van der Vyver (Railpictures.Net); Leith Paxton; Les Pivnic; Lindsay Bridge (Flickr); Lionel Penning; Pierre de Wet; Sue Lawrence (SA Transport); and last but not least, a special word of thanks to Yolanda Meyer (Transnet Heritage Library (THL)).

Where photo collections are used and the original photographer is known, both the collector and the photographer are acknowledged and credited.

Our sincere apologies to anyone that should have been acknowledged but was unintentionally missed out.

Introduction

The Bellville line, today known as the “Northern” line, is represented in this part of Soul of A Railway by seven individual sub-sections which can be traced in Figure 1, namely:

1. Cape Town (Woodstock) – Woltemade (excluded).

2. Woltemade (included) – Bellville (excluded).

3. Bellville complex (station, yards and locomotive depot), and Service lines.

4. Cape Town (Esplanade) – Woltemade (excluded) via the Avoiding/ Relief main line.

5. Kensington Junction – Bellville (excluded) via Monte Vista, and the Container Port link.

6. Salt River Electric Rolling Stock Depot.

7. Paarden Eiland Steam Locomotive and Electric Rolling Stock Depots.

The running lines (items 1, 2, 4 and 5) are presented in station sequence from Cape Town to Bellville, while the remainder (items 3, 6 and 7) are in date order.

Figure 1: The Cape Town Inner-suburban and local services’ rail network on which the track sections constituting the Bellville / “Northern” line and depots can be traced.

Brief History

The Bellville line originates from the first section of the Cape Town - Wellington Standard Gauge railway line that was opened on 13 February 1862 as far as Eerste River by the Cape Town, Wellington Railway & Dock Company. At the time intermediate stations were provided at Salt River and D’Urban Road (now Bellville).

Regauging to Cape Gauge followed with the introduction of a third rail in 1876 to coincide with the main line extension inland beyond Wellington. Thereafter, Standard Gauge was entirely abandoned circa 1882.

At the time, the Bellville / Main line was still single track beyond Salt River. In 1886, a long passing loop (known as the Cemetery loop) was commissioned between Cemetery No. 3 halt (now re-named as Thornton) and Goodwood to facilitate the operation of the daily funeral train from Cape Town to serve the newly established Maitland Cemetery. This service was discontinued in the early 1930’s due to road transport competition.

With the quadrupling of the section Cape Town- Salt River circa 1900, two tracks served the main line and suburban services to Bellville and beyond, with the other two tracks reserved for the Simonstown (Southern Suburbs) service. The doubling of the Salt River – Bellville section commenced at about the same time, which resulted in a triple track configuration over the section served by the Cemetery loop.

The Cape Flats line, which was taken over by the Cape Government Railways (CGR) in 1904, joined the Bellville line at Maitland, with this junction remaining today, albeit totally re-modelled.

In 1930 the Up and Down Avoiding / Relief lines were commissioned between Cape Town and Woltemade, which in turn relieved the congestion caused by mainline and outer local services on the Cape Town – Woltemade section via Salt River. At the time, Woltemade became an at-grade junction. In addition, a new steam locomotive depot was provided at Paarden Eiland to replace the former facilities at Cape Town (Tennant Street). This was to make way for other railway development in the Cape Town station precinct, and at the same time, to create enlarged facilities for the increased number of locomotives to deal with traffic levels.

Prior to electrification, colour light signalling was progressively introduced along the line in the early 1930’s with 2 to 2.5 minutes headway, but excluded Bellville, which retained its mechanical interlocking and semaphore signals until an entirely new station was commissioned in 1956.

An electric service from Salt River to Bellville at 1500 V DC was introduced in November 1933, with the Avoiding/ Relief lines following c 1954. The latter year coincided with the change-over to 3000 V DC to bring the line voltage on par with mainline electrification beyond Bellville to Touwsrivier. The electric rolling stock depot that was provided in 1927 between Salt River and Koeberg Road for the Sea Point and Simonstown services, was well placed for the extended electric service to Bellville and other electric commuter services which followed later. The change-over to 3000 V DC also brought about the gradual replacement of rail welded masts with those manufactured from rolled steel profiles, which in turn were affixed to reinforced concrete bases with mast-base insulation.

A third line was provided over the entire Woltemade – Bellville section in 1951, which incorporated the so-called “Cemetery Loop” between Thornton and Goodwood stations. As all mainline and goods services over this line were steam operated, electrification only followed in 1954.

Other major construction works undertaken from the 1940’s to 1981 by the former SAR&H along the line included the following:

·   New and enlarged facilities at the Salt River electric rolling stock depot to cater for the main line electrification and growing commuter services.

·   The provision of a new marshalling yard at Paarden Eiland to serve the extended Cape Town harbour complex and the vast number of private sidings that sprung up in the Paarden Eiland and Craig’s Battery industrial areas.

·   Re-modelling of Woltemade, and the provision of a grade separated junction and new marshalling yard. At the same time a service line was provided from the new marshalling yard to connect with the vast private siding complex at the new Epping industrial sites developed by the Cape Town Municipality to the south thereof. Furthermore, the new Woltemade marshalling yard was serviced by hauler services to and from the new Bellville marshalling yard for further forwarding of goods traffic to and from the Simonstown and Cape Flats lines.

·  The provision of a new station and marshalling yard at Bellville. In addition to retaining the service line to the railway quarry at Oakdale to the north of Bellville station, a service line was also provided from the new marshalling yard to serve the Bellville South industrial sites (known today as Sacks’s Circle). An extension of the latter was also provided past the Cape Town international airport to serve the cement works at Philippi.

·  The provision, of a new double and electrified line for the Nyanga service adjacent to the Avoiding /Relief lines, and additional re-modelling of Woltemade junction to accommodate these additions.

·   The provision of a new diesel locomotive depot at Bellville in preparation for the phasing-out steam locomotives in the Western Cape.

·   The sextupling of the Woodstock- Salt River section, which separated the Bellville service from those on the Simonstown, Cape Flats and “Central” lines (via Pinelands).

·   The quadrupling of the Salt River – Maitland section, which separated the Bellville service from those on the Cape Flats and “Central” lines (via Pinelands).

·    The extension of the Salt River electric rolling stock depot to accommodate 11 coach EMU’s in lieu of the former 8 coach sets.

·   The re-modelling of Maitland station and the provision of a flyover for grade separation between the Bellville service and the Cape Flats / “Central” line services via Pinelands. This flyover’s further purpose was to facilitate the accommodation of the 14 (5M2A) and 12 (8M) coach sets ex the “Central” line in the extended platforms next to the mainline portion of the Cape Town station. This then brought about a platform and staging switchover for the Bellville service that retained its 11 coach 5M2A set configurations.

·   The remodelling of Kensington junction, and the provision of new double electrified lines to Bellville (via Monte Vista) and the Cape Town Port Container Terminal, of which the latter joined the former at Windemere junction.

·   The provision of a new container handling depot at Bellville (known as Belcon), and additional staging for fifty wagon container trains. From here hauler services were introduced to and from the Cape Town port container terminal.

·   The provision of a new electric rolling stock depot on the site of the former steam depot at Paarden Eiland. This facility, however, only serviced the extended “Central” line services to Kapteinsklip and Khayelitsha which will be covered in Part 22. 

Some of the above-mentioned works initiated by the former SAR&H in the late 1970’s and early 1980’s, were carried over for completion by the then South African Transport Services (SATS).

In the post SATS era, the “Central” line services beyond Khayelitsha were extended to Chris Hani station in the late 2000’s by the SARCC, and Bellville station, as part of the 2013-2020 Western Cape Re-signalling Project, was remodelled by the Passenger Rail Agency of South Africa (PRASA) to improve operational efficiency of the commuter services.

1. Cape Town (Woodstock) – Woltemade (excluded)

1.1. Displaced from the Fourteen Streams – Klerksdorp main line after strengthening in 1925, a 4-6-2 Class 10C heads an Outer suburban local on the Down Bellville / Main line between Woodstock and Salt River. The train has just passed Milnerton junction, of which the home signals are visible to the right and rear of the train. The quadrupling of this section was undertaken circa 1900 and shows the Up Bellville / Main line and Simonstown Down and Up lines to the left of the train.

(Transnet Heritage Library Collection (THL) photo N90233).

1.2. As a means to consolidate and develop new cemeteries in the Cape Metropole during 1875, a large tract of land, situated 9.5 km east of the City, was made available by Government to the Cape Town City Council for these purposes. This tract of land, initially called Woltemade (later known as the Maitland Cemetery), commenced 2.5km from Maitland station and stretched eastwards and parallel to the Bellville line for a distance of 4 km. This cemetery was opened on 15 January 1886, with the Cape Government Railways (CGR) providing a daily funeral train service from Cape Town station’s platform No.1, the latter being a bay platform next to Castle Street. At the same time, four halts were provided next to the cemetery for funeral purposes, and were named as Cemetery No.’s 1, 2, 3 and 4 (later renamed to Woltemade No.’s 1, 2, 3 and 4 – see Bruno’s map for current station positions and names between Woltemade and Goodwood). With the Bellville line being single at the time, a crossing/passing loop, known as Cemetery Loop, was provided from Cemetery No. 3 (now Thornton) to Goodwood for switching the funeral train’s locomotive around for the return journey to Cape Town. As per the 1929 SAR timetable, the funeral train departed from Cape Town as Train No. 187 on weekdays at 3:30 pm and stopped all stations to Goodwood, before returning to town at 4:40 pm from Woltemade No.4 as Train No.168. The photo above, taken circa 1908, shows the late afternoon return working between Salt River and Woodstock behind a CGR Class 03 'Wynberg tender' locomotive approaching Milnerton junction. The funeral coach for undertakers and coffins is attached behind the locomotive - its details are shown in Figure 2 below. 

(Transnet Heritage Library Collection (THL) photo N90238).

Figure 2: Leith Paxton’s general arrangement drawing of the funeral coach showing the single compartment for undertakers and seven smaller compartments for coffins.

1.3. In the 1980’s the sextupling of the Woodstock - Salt River section and quadrupling of the Salt River – Maitland sections were commissioned. This configuration allowed separate Up and Down line operations between Cape Town and Salt River for respectively the Simonstown (Suburban)-, Bellville-, and Cape Flats/“Central” (via Pinelands) services as depicted from left to right in the photo. In November 2017, a Down 7 coach 5M2A EMU, consisting of 3 motorcoaches and 4 plain trailers, is approaching Salt River station on the No.1 Bellville line from the Cape Town end. Towards the rear of the train, 1:7 double slip crossovers, having 30 / 15 km/h permanent speed restrictions for respectively the tangent and curved portions, connected the inner with the outer tracks for operational flexibility and to facilitate train movements to and from the Salt River electric rolling stock depot. As part of PRASA’s Western Cape Re-signalling Project, these double slips were all removed and replaced circa 2020 with standard 1:12 turnouts to allow 90km/h operations through the tangent portions, while at the same time maintaining full operational flexibility as provided by the previous crossover configuration.

(Piet Nel Collection).

1.4. During ownership by the Cape Town, Wellington Railway & Dock Company, the Salt River workshops are to the left and the station building and platforms to right in this 1872 photo looking towards Bellville. Standard gauge (4’8.5”/1485mm) trackwork is in use, which was gradually converted by the Cape Government Railways (CGR) to Cape gauge (3’6”/1065mm) from Wellington to Cape Town over the period  1875 to 1883. The gauge conversion resulted from the adoption of the Cape gauge for the inland rail extension beyond Wellington. To the left of the station building’s canopy, a windmill in the vicinity of the Liesbeek river can be observed.

(Transnet Heritage Library Collection (THL) photo N04966).

1.5. An interior view of the Salt River signal cabin in 1932, which shows the Westinghouse all-electric power frame (levers / control instruments), and above, the track layout diagram indicating the extent of signalled installations. On the diagram the quadrupled section from Woodstock is visible from the left, before diverging towards Bellville (top right) and Simonstown (bottom right), with the Salt River electric rolling stock depot’s arrival/ departure tracks shown in-between. This cabin controlled all train movements in the area until the late 1970’s before replacement by centralized traffic control (CTC) that coincided with the commissioning of the track improvements depicted in Photo 1.3.

(Transnet Heritage Library Collection (THL) photo P3040_01).

1.6. The east end of Salt River station during the Cape Government Railways era, circa 1885. At the time the Bellville / Main line continued as a single track, with the Simonstown line double tracked as far as Wynberg. In this photo, a scissors crossing is in use to link the afore-mentioned sections to the Up (left) and Down (right) lines between Cape Town and Salt River. This track configuration was changed circa 1900 with the quadrupling of the Cape Town - Salt River section and the doubling of the Bellville / Main line beyond Salt River.

(Transnet Heritage Library Collection (THL) photo P0110).

1.7. A Down Bellville train departs from Salt River behind a 4-6-0 Class 6 steam locomotive, No.418, circa 1930. To the left, the Simonstown line, having been electrified at 1500 V DC since 1928, veers off in a southerly direction. Electrification of the Bellville service was to follow in 1933.

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N100249).

1.8. While a Class 05 shunts plain trailers with electrical connections for use with 1M1 motorcoaches in the Salt River electric rolling stock depot, circa 1928, an Outer local (201 Down to Malmesbury) is accelerating away on the Bellville/ Main line. On the adjoining line a 2-6-2 Class 6Z at the head of another Outer local (280 Up ex Strand) is approaching for a stop at Salt River station.  At the time only the Simonstown (Suburban) line had been electrified at 1500 V DC but planning for extending electrification to Bellville and Heathfield on the Cape Flats lines were at an advanced stage.

(W Schutz photo © Pierre de Wet collection).

1.9. In the late 1950’s, a 3000 Volt 4M1/2 EMU is passing the upgraded Salt River locomotive and electric rolling stock depot on the Up Bellville line between Koeberg Road and Salt River stations.

(Transnet Heritage Library Collection (THL) photo).

1.10.  A Belpaire boiler Class 6 with an Up local is accelerating away from Koeberg Road station towards Salt River during the late 1920’s. The electrification mast above the staged carriages to the right of the locomotive is on the eastern dead-end shunting lines of the Salt River electric rolling stock depot established in 1926/27 as a precursor to the Cape suburban electrification.

(Transnet Heritage Library Collection (THL) photo N100390).

1.11. The early 1930’s finds another Belpaire boiler Class 6 with an Up local on the same section as in the previous photo, but closer to Koeberg Road station in this instance.

(Transnet Heritage Library Collection (THL) photo N100895).

1.12. During November 1954 the Bellville and Cape Flats lines were switched over from 1500 V DC to 3000 V DC to bring them on par with the main line electrification from Bellville to Touwsriver. During this time, all EMU’s on these sections were steam hauled from Cape Town as illustrated by Don Baker's rare photo of 4-6-2 Class 5BR No 725 on a Down local approaching Maitland from Koeberg Road station. With a flagman looking on, the locomotive has just passed the home signal with route indicators for Maitland station where the Cape Flats and Langa lines diverge from the Bellville lines.

(Charlie Lewis collection © Don Baker photo).

1.13. In a 1969 scene of Maitland station, 5M2A set No.12 rolls in as train No.1523, a Down local to Bellville. The remainder of platforms to the train’s left are for the Up Bellville-, Cape Flats- and Nyanga Up and Down services.

(Flickr © Lindsay Bridge photo).

1.14. In 1963, an unidentified 4-6-2 Class 10CR steam locomotive heads a local good train destined for the Simonstown line. The train was assembled in the Woltemade goods yard, and can be seen on the Maitland link line, whereafter it would join the Simonstown line at Observatory via the Liesbeek link. The non-electrified line on the extreme right connects the Woltemade marshalling yard with the Cape Flats line at Ndabeni station.

(Charlie Lewis photo).

1.15. In the late 1920’s, a 4-6-2 Class 10B, No.754, is approaching Woltemade No.1 from Maitland with a Down Stellenbosch local.

(D F Holland photo, Transnet Heritage Library Collection (THL) photo N100759).

1.16. In the early 1930’s, a 4-6-0 Belpaire boiler Class 6 is approaching Woltemade No.1 from Maitland with a Down goods at approximately the same location from where the previous photo was made. At the time, aerial cabling started to appear to the left of the Up line for the automatic and semi-automatic colour light signalling being installed as a replacement for mechanically operated turnouts and semaphore signals on this section. 

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N100389).

1.17. At about the same time that the previous photo was made, a 2-6-2 Class 6Y has departed from Woltemade No.1 with an Up local towards Maitland and further onwards to Cape Town.

(Transnet Heritage Library Collection (THL) photo N100244).

1.18. In July 1976, 5M2A Set No.12, running as all stations Train No.1600 ex Kraaifontein to Cape Town via Salt River, has just departed for Maitland from Woltemade station. The train is accelerating over the rail-over-rail bridge, of which the first phase was constructed in 1955 (see Photos 2.5 and 2.6) to take the Up and Down Bellville/ Main lines over the Up and Down Avoiding/ Relief lines. The bridge, as shown in the photo, was extended in 1964 to cater for the Up and Down Nyanga lines provided parallel to the lower level Avoiding/ Relief lines. At the same time, a new Down line was provided between Woltemade and Maitland stations to the left of the train, while the former UP line to the right became an extension of the Third line from Bellville to Maitland.

(Piet Nel photo).

2. Woltemade (included) – Bellville (excluded)

2.1. Circa 1930, a 4-6-2 Class 5 is arriving at Woltemade No.1 with a Down local via Salt River. The Avoiding / Relief main line, completed early in 1930 between here and Cape Town to relieve congestion, comes in from the right to join the original Bellville line. At the time, colour light signalling was being installed prior to electrification, and one of those signals (still to be commissioned) is visible behind the semaphore home signal in the distance. 

(Leith Paxton Collection).

2.2. Around the same period when the previous photo was made, a 4-6-2 Class 10C is departing with an Up local towards Cape Town from Woltemade No.1. The position of the starter signal indicates that the train is going to Town via Salt River and not via the Avoiding / Relief main line. 

(Pierre de Wet Collection).

2.3. On another day circa 1932, a 4-6-2 Class 10C departs from Woltemade No.1 with an Up Local to Cape Town via Salt River, and it is traversing the junction with the Avoiding / Relief main line.

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N100468).

2.4. A 4-6-0 Class 6, No.406, is approaching Woltemade No.1 from Woltemade No.1A on a Down Local to Cape Town circa 1932.

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N62216).

2.5. In June 1955, a construction train is halted on the Down Bellville/ Main line just before Woltemade (formerly Woltemade No.1) station. The construction works are related to a new rail-over-rail bridge in the middle distance where the re-aligned Avoiding/ Relief main line pass underneath the Bellville/ Main line to eliminate the original at grade junction. In the foreground an overhead traction equipment (OHTE) foreman and linesman are attending to some fixing and stagger issues. Further on, a track master/ ganger and team are finalizing the track alignment on the new link between the two Down lines to enable both at grade and grade separated train movements in the Down direction, the latter being via the bi-directional signalled Third line to and from Bellville.

(Liesel Hagen Collection © Helmuth Hagen photo).

2.6. In a different view of the construction site as per the previous photo, the new rail-over-rail bridge can be seen to the left of the signal cabin. The railway lines in the photo from left to right are the bi-directional signalled link line between the new Woltemade marshalling yard and Maitland, and the Up and Down Avoiding/ Relief lines that a bit further east become the bi-directional signalled Third line to and from Bellville. A bridge feeder mast connected to a nearby traction sub-station is taking shape in the foreground while linesman close by are making use of modified wagons with roof platforms to attend to the overhead wires. In front of the signal cabin some cable trenching is taking place.

(Transnet Heritage Library Collection (THL) photo M3911_25).

2.7. Looking eastwards from the footbridge from where the previous photo was made, the new Woltemade marshalling yard takes centre stage with steam shunting operations already taking place. On the left, the Down and Up Avoiding/ Relief lines are nearly ready for opening, while to the right and in line with the yard control point cabin, anchor electrification masts have been provided as a forerunner to the proposed new double electrified line to Langa station.

(Transnet Heritage Library Collection (THL) photo M3911_43).

2.8. In April 1977, a 4-8-2 Class 14CRB departs from Woltemade marshalling yard with a goods train with some tank wagons that are probably destined for the marine oil factory at Glencairn on the Simonstown line. On the day, a strong north-westerly wind was blowing as the locomotive is passing a notice board at the yard control point stating: “Avoid Black Smoke / Vermy Swart Rook”. The double electrified line to Langa station as mentioned in the previous photo, is on the extreme right and came into operation in 1964 to relieve congestion on the Langa/ Nyanga corridor via Salt River and Pinelands.

(Ron Galliers photo).

2.9. In June 1976 a new General Electric (GE) Class 35 diesel locomotive, No.35-005, was on hauler duties and made an appearance in the Woltemade marshalling yard. At the time diesels were being phased in to replace steam traction which ended their regular use in Cape Town with the closure of the Paarden Eiland steam depot on 10 January 1982. In the background is the footbridge that links the suburb of Pinelands with Woltemade station, while at the same, providing a vantage point for the taking of railway photos in this area.

(Piet Nel photo).

2.10. On an overcast day in April 1977, an Up empty stock Malmesbury local is receding from the scene to the right on its way to the Cape Town passenger yard, thus enabling a 2-8-4 Class 24 at the head of a Down empty livestock train to be photographed on the Third line between Mutual and Thornton. This livestock train is probably en-route from the Maitland abattoir sidings to the Bellville marshalling yard. At the time Malmesbury locals conveyed passengers only between Bellville and Malmesbury, with EMU’s covering the stopping service between Bellville and Cape Town for intermediate passengers.

(Ron Galliers photo).

2.11. The date is 9 May 1975 as a 4-8-2+2-8-4 GEA Garratt locomotive, No.4015, is running light on the Down line between Mutual and Thornton stations. The Garratt, having left the Paarden Eiland steam depot earlier, is on its way to the Bellville marshalling yard to collect a goods train for the Caledon branch line via Sir Lowry’s Pass. Mutual station and the Woltemade marshalling yard are visible in the far distance and is approached on the Third line by a Down hauler with a Class 5E1 electric locomotive as head-end power. To the immediate right of the hauler, a Class 1E electric locomotive is on shunting duties in the Woltemade marshalling yard to avoid coal smoke from shunting steam locomotives affecting adjacent corporate offices. At the time, the Third line was earmarked for the replacement of wooden sleepers by pre-tensioned concrete sleepers and can these be seen in an off-loaded state next to the track.

(Ron Galliers photo).

2.12. On the same day and spot that photo 2.10 was made, a GE Class 35 diesel electric locomotive is on a Down empty stock movement to Bellville from where it will convey local passengers to Malmesbury. Visible in the far distance and to the rear of the train, a Class 1E electric locomotive is again on shunting duties in the Woltemade goods yard.

(Ron Galliers photo).

2.13. Also in April 1977, a Down goods train, consisting of OZL-type wagons for palletised loads, is approaching from Thornton station with two GE Class 35 diesel electric locomotives providing the motive power. The train, with export apples destined for shipment through Table Bay harbour, originated from Elgin on the Caledon branch line, and being time sensitive, had by-passed the Bellville marshalling yard as a through running movement directly to port. Over this route via the steeply graded Sir Lowry’s pass, two Class 35 diesels are rated at 750 tons for 72 axles on vacuum braked trains.

(Ron Galliers photo).

2.14. With a 4-6-2 Class 5B, No.725, providing the motive power, a Down Strand local has just passed through Woltemade No.3 (now Thornton) in the late 1920’s when semaphore signals still controlled train movements. The track on the right is the Cemetery loop from here to Goodwood. 

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N100270).

2.15. On 3 April 1933, and further down the line shown in the previous photo, a 4-6-2 Class 5B, No.723, is running on the Cemetery loop towards Goodwood with a Down local. At the time colour light signals started to make an appearance on the line.

(Leith Paxton Collection).

2.16. Also on 3 April 1933, a 4-6-0 Class 6B, No.529, is heading a local on the Down line as opposed to the previous photo where the movement occurred on the Cemetery loop on the right.

(Transnet Heritage Library Collection (THL) photo PB3093_001).

2.17. The late 1920’s finds a 4-6-0 Class 6 Belpaire boiler, No.414, on a Down local that has just passed Woltemade No. 4, which is situated in the distance on the Cemetery loop. The original track alignment between Cape Town and Wellington via Stellenbosch was surveyed by a Civil Engineer, William George Brounger, who provided wide sweeping curves along most of the route as illustrated by this 2500 metre (m) radius curve between Thornton and Goodwood. Mr. Brounger later became the General Manager of the Cape Government Railways (CGR). The CGR took ownership of the line post the era of the Cape Town – Wellington Railway & Dock company that first established the line in 1862. Standard gauge was initially adopted, whereafter Cape gauge was incorporated as part of a dual gauge arrangement in 1876. This was followed in 1882 with the total abandonment of Standard gauge to bring this section fully in line with the Cape gauge standard adopted for the inland extension beyond Wellington.

(Leith Paxton Collection).

2.18. In the late 1920’s, a 4-6-2 Class 10B, No.760, departs from Goodwood with an Up local, close to where the previous photo was made.

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N100271).

2.19. Train No.10 is departing from Goodwood in the Up direction behind a 4-6-2 Class 10C, No.778, on 19 February 1932. At platforms No.’s 1 and 2, a 4-6-0 Class 6D, No.565, is waiting for the advance starter signal with another Up local. The No.’s 1 and 2 platform track allowed the funeral train’s locomotive to switch ends before returning via the Cemetery loop to Cape Town while stopping on the way to collect mourners after burial ceremonies. 

(Frank Garrison photo © AA Jorgensen collection).

2.20. The early 1930’s finds a 4-6-0 Class 6D with train No.24 passing through Parow with a lengthy Up goods. As a forerunner to electrification in late 1933, colour light signals are being installed in the distance as a replacement for semaphore signals.

(D F Holland photo, Transnet Heritage Library Collection (THL) photo N100261).

2.21. On 29 April 2004, a GE diesel electric shunter, No.36-024, is on hauler duties with some grain-, bottom discharge- and tank wagons in tow as it passes through Parow on its way to the Bellville marshalling yard via the Third line. The rusted track on the right is a service line that linked with local private industrial sidings in this area.

(RailPictures.Net – Image Copyright © Fanie Kleynhans, https://www.railpictures.net/photo/60062/).

2.22. In the early 1930’s before electrification, a 2-8-0 Class 8F, No.1241, is coasting on the down gradient towards Parow after having stopped at Bellville with an Up Malmesbury local. The coach immediately behind the locomotive is ex-Central South African Railways (CSAR) rolling stock. 

(DF Holland photo, Transnet Heritage Library Collection (THL) photo N100267).

3. Bellville Complex

(lncluding the diesel and mainline electric locomotive depot) 

3.1. A circa 1870 view of Bellville station’s east end showing the initial three platforms, bypass line on the left, main station building, signal cabin, semaphore signals, footbridge and a well-tended station garden.

(Transnet Heritage Library Collection (THL) photo PB2707_001).

3.2. A 4-6-2 Class 10C, No.772, has just passed the loco water tank and home signals at Bellville’s east-end as it arrives in the early 1930’s with an Outer local via Eersterivier.

(D F Holland photo, Transnet Heritage Library Collection (THL) photo N100879).

3.3. A 1938 aerial photo of the Bellville railway complex showing: A. Goods yard and service line to the SAR’s Oakdale quarry; B. Mainline from/to Cape Town; C. Main station with 6 platforms (3 through and 3 bay platforms), and two bypass lines; D. Goods shed; E. Mainline via Kraaifontein with a connection for the Bitterfontein and Saldanha branch lines; F. Secondary main line via Eersterivier for connections to Muldersvlei via Stellenbosch, Strand and the Caledon branch line via Van der Stel.

(City of Cape Town GeoServices: Aerial Imagery 1938 (MapServer)).

3.4. As part of implementing long-term planning in the booming economy post-World War II, a start was made in 1947 to establish a new marshalling yard to the south of Bellville station, of which a temporary construction line can be seen to the extreme left in the photo. While normal train operations continue to the right with an Up Malmesbury local behind steam in platform 6, and an 1M1 EMU in bay platform No.5, the platforms for the new station also commenced as part of early construction works.

(Transnet Heritage Library Collection (THL) photo P3841_ 23).

3.5. In 1949 a through Down goods, with a 4-8-2 Class 19D as head-end power, rolls past Bellville’s east-end home signals as it enters the start of the 1500 V DC electrification for 1M1 EMU’s to and from Cape Town. The home signals on the left control Up train movements on the main line via Kraaifontein, while those to the right fulfil the same function for Up trains on the secondary mainline via Eersterivier.

(Transnet Heritage Library Collection (THL) photo N54749).

3.6. A Class 10CR has arrived with an Up local at Bellville’s No.3 platform circa 1950, while in bay platform No.4 on the right a 1M1 driving trailer is at the head of a return commuter working to Cape Town as part of the electrified service that came into operation in November 1933.

(Leith Paxton collection © Kelland collection).

3.7. In January 1956, while extensive construction works are in an advanced state of completion to the south of Bellville’s station, a 2-8-4 Class 24 is heading a Down empty livestock movement through platform No.2. At the time, these station facilities, with the exception of the gable-ended main station building, would still be in operation for another four months before switching-over to the new station on the weekend of 5 and 6 May 1956.

(Charlie Lewis photo).

3.8. Also in January 1956, a 0-8-0 Class S2 is shunting the new Arrivals yard at Bellville. The staged 6th Classes in the background were obsolete, having being replaced with then new Class S2's for shunting duties.

(Charlie Lewis photo).

3.9. With the Tygerberg forming a backdrop, a 4-8-0 Class 1 and a 0-8-0 Class S2 are in operation on the Philippi service line next to Modderdam Road (now Robert Sobukwe Road) circa 1957. This service line, currently uplifted beyond the nearby Sack’s Circle industrial sites, connected the Bellville marshalling yard to the Philippi industrial sites in the vicinity of the current Cape Town international airport.

(Charlie Lewis photo).

3.10. The new Bellville station takes centre stage in this late 1950’s photo, with the through goods and new bi-level marshalling yard’s East arrival and departure lines to the right thereof. In the left middle-distance, the old station’s gable-ended main building is still in operation, while the old goods yard in the top left is gradually being demolished (but still retaining the service line to the Oakdale quarry). The eleven platforms are numerically numbered from left to right with: vacant platforms No.’s 1 and 2 reserved for a planned new mainline between Bellville and Kensington junction via Monte Vista; through platforms No.’s 3, 4, 9, 10 and 11; and, bay platforms No.’s 5, 6, 7 and 8. At the time when the photo was taken, the platform occupancy entailed the following: 4M EMU’s in bay platforms No.’s 5 and 6; a 1M2P parcels van in bay platform No. 7; and, a Class 4E electric locomotive with an Up mainline passenger train in through platform No. 9. In the far distance the new Modderdam Road bridge has replaced the former level-crossing and straddles the junction between the mainline via Kraaifontein (left) and the secondary mainline via Eersterivier (right).

(UCT Digital Libraries © Independent Newspapers).

3.11. On 3 January 1962, 4M set No.12 is being readied at Bellville for an UP departure to Cape Town from platform No.4. The train is in the new station that was commissioned in May 1956.

(Les Pivnic photo).

3.12. During the morning off-peak period on 3 January 1962, bay platforms No.’s 5, 6 and 7 are occupied with Imperial brown liveried 4M EMU’s. The pantographs of the nearest two sets are dropped until resuming their duties for the afternoon peak service back to Cape Town.

(Les Pivnic photo).

3.13. A 1962 aerial view of the Bellville marshalling yard that was completed in 1954, showing the following main features: A. Turn-back balloon tracks connecting the Arrivals-, Departures- and Sorting yards; B. Departures yard (Phase 2); C. Sorting yard (Phase 2); D. Arrivals yard (Phase 1); E. “A” Control point managing all yard arrival and departures in conjunction with control points at the entrance and exit points of the sub-yards; F. Lines for East (mainline and secondary mainline) arrivals and departures; G. Lines for West (Cape Town and surrounds) arrivals and departures.

(Transnet Heritage Library Collection (THL) photo N71653).

3.14. During 1984 a General Motors (GM) diesel electric locomotive, No.36-248, is shunting mostly 2-axled short wagons in the vicinity of Bellville marshalling yard’s “A” Control point to the north of the arrivals yard. For some time during the mid-1980’s the shunting and hauler work in the Cape Town area, including Table Bay harbour, were performed by the GM Class 36-200 series diesels before being deployed elsewhere and replaced with the GE Class 36-000 series shunting diesels as part of balancing country wide motive power and servicing  requirements.

(SA Transport © Sue Lawrence photo).

3.15. Also in 1984, a trio of GM Class 36 diesel electric shunters with No. 36-242 leading, is approaching Bellville marshalling yard’s “A” control point with an Up goods train on the East arrivals line.

(SA Transport © Sue Lawrence photo).

3.16. In an 1983 view of the rail yard in the Belcon terminal, containers are being handled on the train to the right by an overhead gantry crane, of which the former consists of SMLJ-type wagons with the latest type VL-9 guard’s van on the rear for use on air-braked trains. The somewhat lonely vacuum braked DE- type two-axle wagon on the centre track appears to hold its own among more modern rolling stock and equipment by still fulfilling its multi-purpose role as intended.

(Transnet Heritage Library Collection (THL) photo CB_022_036_83).

3.17. In an aerial view of the Bellville marshalling yard complex in 1985, the following features are identifiable: A. Auto-sort sheds and administration facilities for receiving and forwarding goods/ parcels by rail in mini- containers of 1.5 metre width; B. Arrivals yard; C. Diesel locomotive depot; D: Belcon container terminal; E. Departures yard; and, F. Sorting yard.

(Transnet Heritage Library Collection (THL) photo BF307_01).

3.18. Two Metrorail 5M2A EMU’s are about to pass one another on the mainline via Kraaifontein on 19 July 2006. The train in the foreground is on the Down mainline between Bellville and Stikland stations. The opposing movement’s rear section has just cleared the entry turnout for the Bellville marshalling yard’s low-level East arrivals line, which in turn passes in a subway underneath the secondary mainline via Eersterivier. The low-level line on the left of the two trains is for Bellville marshalling yard’s East departures that join the Down mainline further on in the vicinity of the distant tree line.

(RailPictures.Net – Image Copyright © Col André Kritzinger).

3.19. The Bellville infrastructure depot’s wire train for OHTE maintenance arrives at Bellville on the Up mainline via Kraaifontein on 22 March 2007. The train consists of specially adapted wagons with roof platforms to facilitate access to the overhead wires and a DZ-wagon for materials. Not shown in the photo is the specially adapted flat-topped wagons that convey cable drums when replacing tensioning lengths of up to 1860 metres. With a GE Class 36 diesel electric shunter No.36-020 in Spoornet orange livery leading, the train is about to exit the mainline for the Bellville marshalling yard via the low-level East arrivals line. The single line joining the Down mainline is for Bellville marshalling yard’s East departures that before this point, passes through a 140-metre-long reinforced concrete subway under the mainline via Kraaifontein and the secondary mainline via Eersterivier.

(Col André Kritzinger photo, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=11768889).

3.20. The date is 12 April 2007 when a trio of light running GE Class 35 diesel electric locomotives in Spoornet blue livery accelerate over Bellville’s exit turnout on the Down mainline via Kraaifontein. With No.35-037 bringing up the rear, they travelled on the Bellville marshalling yard’s low level East departures line before joining the mainline.

(Col André Kritzinger photo, CC BY-SA 3.0, https://commons.wikimedia.org/wiki/File:SAR_Class_35-000_35-037.JPG#/media/File:SAR_Class_35-000_35-037.JPG).

3.21. On a Sunday afternoon in July 2010, Spoornet GE Class 35 diesel and Class 6E1 electric locomotives are off duty in the locomotive depot complex before being dispatched for the coming week’s assignments. The Bellville diesel depot was established next to the arrivals yard in the early 1970’s for supporting the phasing in of diesel traction in the Western Cape. At the time, mainline electric locomotives were based at the Salt River electric locomotive and rolling stock depot, but with the split of commuter and freight rail business units in the period 1990-2006, mainline electric locomotives started to arrive at the Bellville diesel depot for running repairs and other intermediate maintenance. This arrangement led to the electrification of the depot’s arrival/departure- and some staging lines, with the shunting of electric locomotives being done with diesel traction.

(RailPictures.Net – Image Copyright © Col André Kritzinger, https://www.railpictures.net/photo/332617/).

3.22. The amber coloured overhead lights lend a purplish glow to an otherwise blue liveried Spoornet GE Class 35 diesel electric locomotive, No.35-059, that finds itself on 31 January 2013 in the running shed for repairs between trips. On adjacent tracks others of its class in the Spoornet orange livery also awaits attention in this well-lit facility that is equipped, among other, with access ramps, platforms, pits and  travelling overhead gantry cranes.

(By Col André Kritzinger, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=24384284).

3.23. In a photo taken on 27 May 2014 during a site visit linked to the re-modelling of Bellville station, an exceptionally long 5M2A EMU was observed departing on the west-end’s Up line in the direction of Cape Town. Although the train is identified as set No.20, the reason for this lengthy movement and end destination is unknown, this being due to the train having a total length of 17 coaches consisting of 5 motorcoaches and 12 plain trailers. It was initially believed that the train was two combined sets, but the plain trailer between the two facing motorcoaches in the second and third positions from the front seem to indicate otherwise. At the time, 11 coach 5M2A EMU’s served the Bellville line due to platform lengths, while 14 coach 5M2A EMU’s could be accommodated on the Central line.

(Piet Nel Collection).

4. Cape Town (Esplanade) – Woltemade (excluded) via the Avoiding/ Relief Mainline

4.1. In December 1978, 5M2A set No. 5, and running as train No.1627, has slowed down to the regulatory 30km/h as it traverses Bay junction. The all-stations train is on the Down Avoiding/ Relief mainline between Esplanade and Paarden Eiland stations and is on its way to Kraaifontein. Bay junction, where wooden sleepers have recently been replaced with pre-stressed concrete sleepers on the Avoiding/ Relief mainline, fulfilled a main switching role in those days by connecting the former and the adjacent Nyanga Down and Up lines on the right with: Paarden Eiland marshalling yard seen in the distance where two 4-8-2 Class 14CRB steam locomotives go about their duties; Table Bay harbour; Culemborg goods yard and sheds; Cape Town passenger yard; Salt River mechanical workshops; and Paarden Eiland steam locomotive depot. Due to wear and tear of the obsolete 1:8 type diamond crossings and double slips pictured in the photo, combined with a changed operational and commercial environment, Bay junction with its original seven parallel lines was re-modelled circa 2000 to a less complex layout of six parallel lines with 1:9 turnouts only. Another advantage that was achieved with the re-modelling entailed an increased through running speed on the tangent portion of these new turnouts to 90 km/h for passenger trains, and a consequent energy saving due to the hard braking and accelerating of trains at this point no longer being necessary.

(Piet Nel photo).

4.2. On a Saturday afternoon in May 1977, 4M set No.54 is departing as train No.3153 to De Doorns, 208 km from Cape Town. The train has just traversed Bay junction with its array of signals with route indicators and is passing a stationary Class 4E electric locomotive at the west-end of the Paarden Eiland marshalling yard. Train No.3153 has departed Cape Town at 14:50 on the Down Avoiding/ Relief mainline and is scheduled to arrive at its destination at 19:50 that evening. This trip consisted of a non-stop run to Bellville via the Third line, whereafter stops were made at thirty-four stations and one halt en-route, including the run via the Stellenbosch loop.

(Piet Nel photo).

4.3. Bracketed by electrification and signalling infrastructure, train No.1627, a 5M2A EMU, stops briefly at Paarden Eiland on the Down Avoiding/ Relief mainline on its outward journey to Kraaifontein in December 1977. At the time, this station catered mostly for railway staff employed in the adjacent Paarden Eiland steam locomotive depot, and in addition, provided alternative pedestrian access to the Salt River mechanical workshops from the station.

(Piet Nel photo).

4.4. A little while after the previous photo was made, a GE Class 35 diesel electric locomotive trundled through Paarden Eiland with a Down Malmesbury empty stock movement to collect passengers from Bellville onwards. The tilted wooden ladder in the foreground is used for the inspection of overhead wires by an electrification linesman and is manually propelled on-rail while flagmen afford safety protection from oncoming trains. In the Paarden Eiland marshalling yard on the right, a 5M2A motorcoach has been dropped-off from an Up mainline goods train and awaits further deployment to the Cape Town suburban services.

(Piet Nel photo).

4.5. With the Tygerberg forming a distant backdrop, a 4-6-2 Class 10C, No.772, is at the head of an Up hauler from Bellville in 1957. The train is on the East arrivals line of the newly established Paarden Eiland marshalling yard. At the time the portion of land to the left of the train is earmarked for further development of the marshalling yard, while to the right, the Avoiding/Relief mainline had been re-aligned from its original 1930 position. At this point a wider spacing between the Down and Up lines had been provided to accommodate the island platform for the proposed new Ysterplaat station.

(Charlie Lewis photo).

4.6. In June 1976, a 4-8-2 Class 15F is heading a Malmesbury empty stock movement out of Woltemade after having dropped-off its passengers at Bellville. Having travelled from Bellville on the Third line, it switched over to the Up Avoiding/ Relief mainline on its way to the Culemborg passenger yard. The train is about to pass under the three higher level Bellville lines at this location, while to right, the Nyanga Down and Up lines are visible.

(Piet Nel photo).

5. Kensington Junction (excluded) – Bellville (excluded)

via Windemere Junction and Monte Vista

5.1. In January 1985 an eleven coach 5M2A EMU with 3 motorcoaches is approaching Kensington Junction on the No.2 mainline from Bellville via Monte Vista and Windemere junction. Planning for this line commenced in the late 1940’s as traffic forecasts indicated future congestion on the Woltemade – Bellville section, which at the time also made provision for two additional platforms at the proposed new Bellville station. Implementation of this forward planning was triggered in the 1970’s and this double electrified line commissioned in the early 1980s with CTC signalling allowed bi-directional train movements. At the same time, a new container terminal was established in the Port of Cape Town (Table Bay harbour) and a new double electrified line was provided thereto from Windemere junction, which also became the new take-off point for the Atlantis line via Chempet.

(Transnet Heritage Library Collection (THL) photo CB_013_007_85).

5.2. On 9 December 2014, two GE Class 36 diesel electric shunters in the TFR red livery, with No.36-023 leading, is entering Century City station with a load of assorted cement tankers. This is a new station that was provided after commissioning of the line to serve a large retail shopping development nearby. On its journey from Paarden Eiland marshalling yard, the train passed through Kensington junction and Kentamade station, before dropping elevation in a specially constructed cutting fitted with low profile electrification masts to create sufficient ground clearance for low flying aircraft to and from the nearby air force base. Cement traffic on this line originates from a local factory in the Montague Gardens industrial sites and is reached from this point on via Windemere junction and Chempet station (on the Atlantis line).

(RailPictures.Net – Image Copyright © Joyce van der Vyver, https://www.railpictures.net/photo/510937/ ).

5.3. Two GE Class 36 diesel electric shunters, with No.36-013 leading, heads a container train on 4 November 2013 from Table Bay harbour to Belcon, from where it will be readied for an inland departure on the mainline. The train has left the port boundaries on the other side of the Marine Drive road-over-rail bridge, and it is about to pass through a cut-and-cover tunnel which creates sufficient ground clearance for low flying aircraft to and from the nearby air force base. Once clear of the tunnel the train will face a steep climb at ruling grade to reach the Monte Vista line at Windemere junction.  At the time, the line was already de-energised due to the same happening in the port, with consequent theft of overhead wires also taking its toll.

(Col André Kritzinger photo, CC BY-SA 3.0,  

https://en.m.wikipedia.org/wiki/South_African_Class_36-000).

5.4. On 12 April 2004, two Spoornet GE Class 36 diesel electric shunters, with No.36-006 at the head, lead a container train from the Bellville marshalling yard to the Port of Cape Town container terminal. The train is seen here on the No.2 mainline between De Grendel and Monte Vista stations.

(RailPictures.Net – Image Copyright © Fanie Kleynhans, https://www.railpictures.net/photo/57689/).

6. Salt River Electric Locomotive and Rolling Stock Depot

6.1. As a precursor to the Cape Town suburban network’s electrification, depot facilities for maintaining the new 1500 Volt (V) DC 1M1 electric multiple units (EMU’s) were provided circa 1926 at Salt River that paralleled the Bellville/ Main line from here to Koeberg Road station. Finalizing the depot-wide works consisted of electrifying the new facility’s track work as illustrated in the photo with a 4-8-0 Class 7 at the head of a wire train standing on staging tracks next to the new running shed. The wire train, in addition to its staff complement of a foreman, linesmen, flagmen and helpers, consists of two flat wagons with rotatable cable drums, a steam powered breakdown crane and covered wagons with roof-top platforms to assist electrification staff when affixing overhead wires to the pre-installed masts. 

The completed depot initially supported the Sea Point and Simonstown suburban services that went electric in 1927 and 1928 respectively, followed by the Bellville and Cape Flats services in 1933 and 1934. This same site was used in the early 1950’s to expand the depot’s facilities for accommodating mainline electric locomotives and an increased number of suburban EMU’s to keep up with the growing economy and urban sprawl.

(University of Cape Town (UCT) Digital Libraries photo sr68).

6.2. On 17 September 1941, portions of the Salt River depot’s staging yard were struck by a major flood, an occurrence that for the first time in railway history affected certain areas from here to Rondebosch on the Simonstown line. The depot is situated adjacent to the confluence of the Black and Liesbeek Rivers, of which the outflow to sea is affected by tidal activity in Table Bay. In the following years, vast canal works were undertaken from here to the sea, which also influenced the flood lines considered for the new depot facilities constructed during the early 1950’s at this site to accommodate the new electrified mainline and expanded suburban services.

(SAR&H Magazine, Volume 35, Issue 10 (October 1941), Page 1200, https://drisa.co.za/index.php/portfolio/magazine-collection-2/).    

6.3. The first all-steel bodied 1M2 motorcoaches with a 1500 Volt DC line voltage were introduced at Cape Town in 1939 for use with the wooden-bodied 1M1 EMU’s. In 1954 they were converted to 3000 V DC to be compatible with the 4M1 and 4M2 motorcoaches introduced at the time and reclassified as 4M2X. In 1961 they were transferred to the Natal System for suburban use in the Durban area. A total of twelve 1M2 motorcoaches were built, of which four were 1st class (without a baggage compartment) and eight 3rd class (with a baggage compartment). One of these 3rd class motorcoaches, No.9444, is pictured here at the Salt River depot in 1947.

(Leith Paxton collection © Arthur Hackett photo).

6.4. In an east-end view of the Salt River electric locomotive and rolling stock depot in the late 1960’s, the lifting and heavy maintenance workshops are visible as the two high roofed sheds in the middle distance, with the 8-bay running sheds to the right. The staging yard on the right is filled with many EMU’s, individual motorcoaches and plain trailers of types 4M and 5M2A. In the middle distance and in line with the running sheds, mainline Classes 4E and 5E1 are visible, while to the left, a Class 5E1 is shunting an unpowered 5M2A EMU. The Liesbeek link line between Maitland and Observatory on the Simonstown line can be seen snaking around the depot perimeter on the left bank of the Liesbeek river. The rail bridge in the foreground is downstream from the confluence of the Liesbeek and Black Rivers referred to in photo 6.2

(Lional Penning collection © Malcolm Bates photo).

6.5. The rail parcels service in Cape Town was introduced in 1936 with two wooden bodied 1500 V DC 1M1 parcels motor vans, No.’s 9001 and 9002, having two powered axles each (see Chapter 18, photo 56 in this series). With the change-over of the line voltage in 1954 to 3000 V DC, No.9002 was converted to this line voltage and provided with four powered axles. At the same time, four 1M1 motorcoaches were converted to parcels motor vans, of which one became a parcels van driving trailer. In the late 1960s/ beginning 1970s this ageing rolling stock was replaced by 5M2A parcels van sets, each consisting of a motorcoach and driving trailer. On 8 December 1979 one of these 5M2A parcels sets was observed at the depot’s west-end, with driving trailer No.9742 displaying the original Stones headlight.

(Leith Paxton collection © Malcolm Bates photo).

6.6. On the same day that the previous photo was made, another 5M2A parcels van set is staged next to the west-end’s running shed lines. In this instance the driving trailer has a sealed beam headlight. At the time the rail parcels service in this format was nearing the end of its commercial service, with curtailment following in 1980.

(Leith Paxton collection © Malcolm Bates photo).

6.7. On an overcast day in the mid 1980’s, 5M2A EMU’s, of which the motorcoaches display various front-end modifications, await repairs as they are staged with dropped pantographs in front of the running shed's west-end.

(John Wyllie Collection).

6.8. On the same day that the previous photo was made, the staging yard is mostly filled with 5M2A EMU’s and some loose standing plain trailers, while an 8M EMU (left) and a 7M EMU (right) occupy the staging lines in the middle of the photo.

(John Wyllie Collection).

6.9. Also, on the same overcast day in the mid 1980’s, 5M2A EMU’s with different headlight designs occupy three of the eight running shed tracks. On the left a Class 5E1 electric locomotive is shunting an unpowered EMU at the depot’s west-end.

(John Wyllie Collection).

6.10. In a late 1980’s east-end view of the Salt River electric locomotive and rolling stock depot from the same vantage point from where photo 6.4 was made, the rolling stock composition changed to Class 6E1 electric locomotives, and 5M2A-, 7M- and 8M EMU’s. By that time the quadrupled Salt River – Maitland section was already in operation and consisted of the No.’s 2 and 1 Bellville lines on the left, and to the right, the No.’s 2 and 1 Cape Flats lines (which included the Central line service via Maitland and Pinelands). This line numbering convention is followed for centralized traffic controlled (CTC) sections for the operation of signals and turnouts, allowing signal controlled bi-directional train movements. The quadrupling of this section, combined with CTC, allowed expansion of the Central line services further down the network. Before these improvements, all three services as mentioned had to be accommodated on only the unidirectionally signalled Up and Down Bellville lines.

(John Wyllie photo).

7. Paarden Eiland Steam Locomotive and Electric Rolling Stock Depots

7.1. On 1 April 1931, the running repairs, stabling, coaling and watering of steam locomotives were transferred from the old Tennant Street depot in Cape Town to Paarden Eiland as depicted in this east-end view of the new facilities, showing from left to right the: 12-bay running shed and staging tracks; 4-bay 15M workshop; and administrative and logistics buildings. The right-most rail vehicle is the Clayton steam coach which entered service in September 1929 on the Milnerton line. The new steam depot was reached from Cape Town via a double track that linked at Fort Knokke junction with the new Avoiding/ Relief line (opened in 1930) to Woltemade.

(Leith Paxton Collection).

7.2. In a DF Holland photo made in 1932 of the Paarden Eiland steam depot, various locomotive classes are lining up in front on the running shed’s west-end. The high-capacity reinforced concrete water tank on the right served the depot’s locomotive water needs until the end of steam in 1982, whereafter it was demolished with the depot.

(Leith Paxton collection © DF Holland photo).

7.3. In an early 1930’s photo taken from the 2500-ton capacity coal stage, the steepness of the 1:25 momentum grade is well illustrated. The shunting of loaded coal wagons to the top required great skill from locomotive drivers to achieve the required momentum. This was achieved by charging the incline from some distance away and controlling the brake application to prevent crashing through the buffer at the top. In instances where the desired speed was not reached to the top and the shunting movement stalled on the incline, the locomotive and its load had to run-back and repeat the process from start.

At the time, the new Avoiding/ Relief line and the locomotive depot was separated by the Paarden Eiland marshes to the right, and can a mainline train be seen in the distance in line with ESCOM’s old Salt River power station that supplied electricity to the SAR’s electrified commuter services. It was not until the mid-1950’s that these marshes were reclaimed for constructing the large Paarden Eiland marshalling yard, and the Avoiding/ Relief line relocated to its current position close by the reinforced concrete auxiliary coal bins to the right of the coal stage.

(Transnet Heritage Library Collection (THL) photo PB0671_002).

7.4. While depot staff are unloading coal from the wagons at the top of the coal stage in December 1967, a 4-6-2 Class 10CR’s safety valves are blowing off steam as its tender is being replenished with coal discharging from the chute above.

(Charlie Lewis photo).

7.5. On a clear day in the Mother City during the late 1960’s, various locomotive classes and the breakdown train at the depot’s east-end are visible from the coal stage. At the time, the yellow painted wagons were used for slow speed local movements only, and were their maintenance regime consequently less costly than for open line rolling stock.

(John Carter photo).

7.6. Sunday 16 February 1975 is a clear summers day when locomotive classes 14CRB, 15BR, 15F, 19C and GEA were on shed at the running shed’s east-end. In the early 1980’s and before closure of the depot in 1982, the 15F’s occasionally assisted with the goods service between Woltemade marshalling yard and Wetton on the Cape Flats line. The GEA Garratts usually worked the Caledon branch line over Sir Lowrys Pass, while the balance of locomotive classes (including the 24’s) mostly attended to: the Inner and Outer goods locals; shunting (including the S2’s); and the daily Malmesbury passenger trains.

(John Charles Western photo).

7.7. On a Saturday afternoon in May 1977 when a strong South-easterly wind was blowing, a convoy of 0-8-0 Class S2’s for the harbour shunt (on the left) and a few adjacent 4-8-2 Class 14CRB’s are replenishing water at the depot’s west-end ready tracks. The coal stage is on the extreme left and is the ramp’s steepness exaggerated by the 400mm telephoto lens used for this photo.

(Piet Nel photo).

7.8. On a fine morning in Cape Town during the late 1980’s, several types of EMU’s line-up at the Paarden Eiland electric running sheds (ERS). From left to right: 8M set No. 50 on running shed track No. 4, with a similar set to the left thereof; three 5M2A sets on the staging tracks, with a 6M set to the extreme right. The Paarden Eiland ERS, that was constructed in the mid-1980’s on the site of the former steam depot that ceased operations in 1982, serves the Khayelitsha and Kapteinsklip lines (known as the Central line). In the late 2000’s the SARCC extended the Khayelitsha service to Chris Hani station.

(John Wyllie photo).

7.9. A close-up view of the two 5M2A EMU’s shown staged to the right in the previous photo, of which set No.54 (with train number 9518) is allocated to the Central line, while set No.31 is a visitor having done duty elsewhere prior to being staged here.

(John Wyllie photo)

References

1. South African Railways and Harbours, General Manager’s Reports for 1921, 1922, 1927, 1928, 1930, 1931, 1936, 1939, 1940, 1948, 1953, 1953-54, 1959-1966, 1980-1981, Various printing companies, Transnet Heritage Library Collection.

2. South African Railways Timetables 1929, 1976 (including locomotive loading tables) and 1977, Charlie Lewis Collection.

3. City of Cape Town GeoServices: Aerial Imagery (1935 – 2023).

4. J. F. M. Zoutendyk, B.Sc.(Eng.), A.M.I.C.E. (Associate Member), Railway developments on the Cape Town foreshore, The South African Institution of Civil Engineers, July 1956.

5. Steam Locomotives of the South African Railways, Volume 1, 1859-1860, DF Holland, David & Charles Publishers, 1971.

6. The Cape in the Thirties, A A Jorgensen, SA Transport, circa 1977/78.

7. Cape Town S.A.R. Steam bows out, A A Jorgensen, SA Transport, May 1982.

8. SA Transport Services’ Annual Reports for 1981-1988, Various printing companies, Transnet Heritage Library Collection.

9. Early railways at the Cape, Jose Burman, Human & Rousseau, 1984.

10. Locomotives of the South African Railways, A Concise Guide, Leith Paxton & David Bourne, Struik (Pty) Ltd, 1985.

11. West Cape Railtalk, Railway Society of Southern Africa (Western Cape Branch), Newsletters for 1992, 1993, 1994, 1995, 1996,1997 and       1998, Lionel Penning Collection.

12. The 4’8.5”Gauge Railways in South Africa 1845-1873, T J Espitalier, Rail History Group, Railway Society of Southern Africa (Western             Cape Branch), 1993.

13. Railway History Group, Railway Society of Southern Africa (Western Cape Branch), Bulletins for 1995, 1996, 1998, 1999, 2000, 2002,         2005, 2006, 2010, 2011, 2012, 2013, 2014 and 2015, Leith Paxton Collection.

14. South African Railways and Harbours Photo Journal, Volumes 1 and 2, Les Pivnic, Cedilla (Pty) Ltd, circa 2000.

15. Railways of Southern Africa 150 years, Locomotives and Trains, JA Dulez, Vidrail 2012.

16. Soul of A Railway: System 1 (Parts 1 and 6), Charlie Lewis, https://sites.google.com/site/soulorailway/soul-of-a-railway, circa 2015.

17. Cape Town Inner-suburban Rail Network and Local Services, Diagram showing historical development, Soul of a Railway (System 1, Part       17), Bruno Martin, September 2023.

18. The 3:35 to Eternity - Woltemade, Typed notes with bibliography, Dave Rhind, Date unknown, Charlie Lewis Collection.

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Part 20 is to follow, and it will cover the Cape Town- Simonstown Line.